Explosive-engine.



Patentd Mar. 6, 1917.

6 SHEETS-SHEET 1.

w. H. SCHILLINGER.

EXPLOSIVE ENGINE.

APPLICATION FILED DEC. 15. m3.

Patented Mar. 6, 1917.

6 SHEETS-SHEET 2.

ntoz M W WW W223;

W. H. SCHILLINGER.

EXPLOSIVE ENGINE.

APPLICATION FILED DEC. 15, 1913.

Patented Mar. 6, 19H.

6 SHEETS-SHEET 3- "mm j m toz W. H. SCHILLINGER.

EXPLOSIVE ENGINE.

AM 414 Z Q w (w y W. H. SCHILLINGER.

EXPLOSIVE ENGINE.

APPLICATION FILED 050.15. 1913.

Patented Mar. (3, MIT.

6 SHEETS-SHEET 6.

lmi/meoaeo UNITED STATES PATENT OFFICE.

WILLIAM HERMAN SCHILLINGER, OF ROCK ISLAND, ILLINOIS.

EXPLOSIVE-ENGINE.

Specificationof Letters Patent.

Patented Mar. 6, 1917.

Application filed December 15, 1913. Serial No. 806,785.

Engines, of which the following is a specifi-- cation.

This invention relates to explosive engines.

The object of the invention is to provide an explosive engine of the internal combustion type which is simple in construction, economical to manufacture and eflicient in operation. 1

A further object is to provide an engine of the type referred to wherein the explosive charge is supplied automatically, or mechanically, and under pressure.

A further object is to provide means for completely evacuating the explosion cylinder of the gases and other products of combustion following an explosion of a charge before the next charge of explosive material is injected into the explosive chamber.

A further object is to discharge thegases of each explosion by the use of compressed air, thereby preventing pro-ignition of the succeeding charge, reducing'carbonization, increasing the efficiency of the fresh explosive charge and promoting economy in the fuel required. n

A further object is to provide meanswhich are simple, direct and eflicientfor cooling the interior of the explosion cylinder by the use of a forced fresh air blast in scavenging.

A further object is to provide for the increase of the cubic capacity of the explosion chamber over that of a normal explosion chamber of ordinary types of engines, thereby permitting an increase of the volume of the explosive charge, and consequently increasing the power developed through the greater expansive energy of a larger explosive charge.

A further object is to provide means for reversing the engine and for application of power in the reverse direction of operation without the use of reversing gears or other transmission devices.

A further object is to provide adjustable means, mechanically controlled for actuating the intake valve Within the explosion piston.

A further object is to provide means for taking in, compressing and storing air at each stroke of the engine and utilizing the compressed air to clear the explosion chamher and cylinder after each explosion, and to inject the fresh fuel charge into the explosion chamber and cylinder under pressure, after being first cleared of exploded and used gases and then filled with fresh clean atmospheric air.

Other objects of the invention will appear inore fully hereinafter.

The invention consists substantially in the construction, combination, location and relative arrangement of parts all as will be more fully hereinafter set forth, as shown in the accompanying drawings, and finally pointed out in the appended claims.

Referring to the accompanying drawings and to the various views and reference signs appearing thereon,-

Figure 1 is a view in vertical central section showing an explosive engine constructed in accordance with my invention.

Figs. 2 and 3, are views similar to Fig. l, showing the parts at different points in the stroke of the piston.

Fig. 4 is a top plan view of the piston.

Fig. 5 is a fragmentary view, partly in side elevation and partly in vertical section, showing a portion of the tubular sleeve and relation of port openings with the parts in the position shown in Fig. 1.

Figs. 6, 7 and 8 are detail diagrammatic views respectively indicating the different positions of the crank shaft in Figs. 3, 2 and 1, respectively.

Fig. 9 is a broken view, partly in side elevation and partly in vertical section, showing the casing and the by-passes from the casing to the explosion cylinder, and the relation of the by-passes to admit of change in timing of operation.

Fig. 10 is a view in vertical central section of a modified form of engine, taken on a plane at right angles to the crank shaft.

Fig. 11 is a view in side elevation indicating by dotted lines the interior parts shown in Fig. 10 as viewed from the right hand side of said Fig. 10.

Fig. 12 is a broken detail view in section on the line 12, 12, Fig. 1 0. i

Fig. 13 is a detached detail view in vertical section of a piston showing a modified arrangement of mechanically operated intake puppet valve and its operating connections.

Fig. 14 is a view similar to Fig. 13, showing a tubular balanced mechanically operated intake valve and its operated connections.-

Fig. 15 is a vertical central sectional view showing my invention applied to a governor controlled type of engine and showing the parts in the positions occupied thereby at the beginning of the scavenging operation.

Fig.- 16 is a similar view showing the parts in their positions at the beginning of the fuel charges injection.

The same part is designated by the same reference character or numeral, wherever it occurs throughout the several views.

I will now describe various construct-ions adapted for use in carrying out my invention and in attaining the above noted and other beneficial and advantageous results.

Referring specifically to Fig. 1, numeral 1 designates the engine cylinder within which operates the hollow piston 3. At its upper end the cylinder is provided with an enlarged chamber 1 preferably having its interior walls of hollow sphere contour. This chamber I will refer to as the explosion chamber, the interior of the cylinder 1 opening thereinto, as shown. At its lower end and arranged to be uncovered by the piston 3 while still in motion on its working or explosion stroke but as it arrives at the end of said stroke, the cylinder 1 is formed with a series of exhaust port openings A, which cooperate with an exhaust channel 1*, the latter opening to the outer air in any convenient manner. The piston 3 may be connected to the crank 5 by any suit-able or convenient connecting rod. The crank 5 operates in the closed chamber of :1 casing 7, which constitutes a storage chamber into which atmospheric air is compressed and in which said air is recon'ipressed by an enlargement 4. carried at the lower end of piston I3, and constituting an auxiliary piston which recompresses the air in the storage chamber of casing 7 during the working or explosion stroke of the piston. The easmg is provided with an enlarged portion 25 within which the auxiliary piston 4 works and which constitutes a primary chamber having as an outer wall the outer portion of casing 7. and an inner wall provided by piston 3 during the explosion or working stroke into which primary chamber atmospheric air is drawn during the working stroke of the piston 23, and is initially compressed by the auxiliary piston -tduring the compression stroke of the piston 3. From this chamber 25. the compressed air delivered into the storagechamberof casing 7 during and at the end of the (OII'IPIPSSlOIl stroke of pistons 13 and l. as will be presently more fullv ex plained. and there rcconipressed"during the next working stroke of the pistons 3 and i, as above stated. by the auxiliary piston 4. Operating within chamber 25, is a longitudinally reciprocable sleeve 6, having at its upper end a series of port openings (3*, formed therethrough and which are arranged in circular line with each other. These port openings cooperate with two series of port openings B and C, the former admitting atmospheric air to the auxiliary chamber 25, during the working or explosion stroke of the piston 3, and the latter admitting the air which is compressed in the chamber 25 during the compression stroke of the piston, to the chamber of easing T, through by-passes 26, .27. These by-passcs may be located at any desired point. In the form shown they are placed at opposite sides of the engine. \Vhen the sleeve 6 is shifted in one direction its port openings (3 are brought into register with the series of ports B to admit atmospheric air to the chamber 25, and when said sleeve is shifted in the opposite direction the ports 6" are brought into register with the series of ports C, to permit the compressed air contained in chamber 25, to pass through the by-passes 26, 27, into. the chamber of easing T. The auxiliary piston 4 is provided with passages 4 which come into register with the ports C as the piston 3 approaches the end of its compression stroke, thereby permitting the compressed air contained in chamber 25 to continue to pass into the storage chamber till the compression stroke of the piston is completed.

At its lower end the sleeve 6 controls two series of port openings D, D which re spectively communicate with the by-passes 26, 27, the ports D being located in line with each other and in proximity to but in a lion zontal plane below the line of ports I). \Vith this arrangement it will be noted that upon the upward movement of the sleeve (3, the ports D are the first to be opened to admit the compressed and recompressed air contained in the storage chamber to by-pass 26, and then the ports D will be opened to admit the compressed air to the by-pass 27.

As above stated the piston 3 is hollow. At its upper end it is provided with two sets of port openings 3" 3", through the wall thereof respectively designed and arranged to cooperate with ports 4*, 4", which are respectively associated with the by-passes 2h, 27. The piston ports 3", are arranged in transverse line with each other and in proximity to but in a horizontal plane slightly above the transverse line of the ports 3. The ports 4, are in the same horizontal plane, and are located below the large exhaust ports A, A With this arrangement it will be seen that in the position of the parts as shown in Fig. 1 with the piston in its lowest position ready to begin its compression stroke, the ports 3 and at are in register with each other. so that when the sleeve 6 is moved upwardly a distance sutlicient to uncover the port openings D, the compressed air in the storage chamber of casing 7 will pass from said chamber through the ports D, by-pass 26, ports 4 and ports 3", into the hollow piston 3. When however, the piston 3 begins its compression stroke the port openings 3*, pass above the port openings 4 and the port openings 3 will be brought into register with port openings 1. By this time the sleeve 6 will have been moved sufficiently to uncover the port openings D and then the path of the compressed air in the chamber of casing 7 is open through said ports D by-pass 27, the fuel feed device, presently to be described, and the ports 4 piston ports 3 to the interior of piston 3. The piston 3 is provided with passages 3 3 respectively in communication with the ports 3*, 3 and are normally closed by a valve 3 yieldingly held to its seat by any convenient means, shown in this instance as a spring 28. In the form of my invention shown in Figs. 1, 2 and 3, the valve 3 unseats upwardly by the pressureof the compressed air admitted, as above explained, through the ports 3", 3, thereby admitting the air under pressure, and the air and fuel under pressure as the case may be into the cylinder 1.

The sleeve 6 may be operated in any suitable manner. In the form shown in Figs. 1, 2 and 3, said sleeve is operated by an ec centric 5 on the crank shaft 29, and a strap connection 5 actuated thereby.

I have referred to the by-pass 27,'as co-. operating with a fuel feed. The'feed of the oil or gas supply is accomplished through a connection 30, which, together with. the bypass 27 is controlled by an outwardly seating spriu pressed valve 31, in a fitt1ng'32, with whic the ports 4 are in communication. With this arrangement it will be seen P that when the ports D are uncovered and the ports 0 closed, the compressed air from the chamberof casing 7, passes from said chamber into the by-pass 27 past the fuel supply connection 30, drawing the fuel supply along with it, lifts valve 31, passes into chamber 32, and thence through ports 4 and 3, when the latter are in register with the ports 4, and through passage 3 lifting valve 3 and on into cylinder 1. At the time this operation takes place the piston 3 has moved a suflicient distance in its compression stroke to close the exhaust ports A, Fig. 2 shows the position of the parts corresponding to the operation just described. Thepiston 3 continuing in its compression stroke closes the ports 4, and compresses the charge, thelatter being fired at the limit of the "compression stroke. Fig. 3 shows the parts in their respective positions, corresponding to the completion of the compression stroke of the piston.

In Figs. 8, 7 and 6, I have shown the relative positions of the crank and the operating with the parts in the position shown in Fig.

1: As shown, air under pressure is being admitted to the cylinder 1 from the chamber of casing 7, through ports D, by-pass 26, ports 4:, ports 3, channel 33 of the piston 3, and valve 3 This is the scavenging blast. The stream of air entering cylinder 1, centrally and at the lower end thereof, strikes the inner surface of the end wall of enlarged chamber 1 and is deflected backwardly by the curved contour of the inner surface of said chamber 1 thereby thoroughly driving out the products of combustion of the immediately preceding explosion through the enlarged exhaust ports A, which at this time, is in register with the exhaust \passage 1. Not only does this blast effect a thorough scavenging of the explosion chamber and cylinder, but it also serves to fill said chamber and cylinder with fresh atmospheric air under pressure, and to cool the same. The piston now begins its compression stroke and the eccentric 5* begins to shift the sleeve 6. The piston movement causes the port openings 3 to be carried out of register with ports 4 thereby cutting off the fresh air blast through passage 26. The continued upward movement of the piston then closes the exhaust ports. A and causes ports 3 to be brought into register with the ports 4 while the movement of sleeve 6, causes portsD to be uncovered, whereupon the compressed air escapes in a blast from the chamber of casing 7, through ports D passage 27, past. the fuel supply.

connection 30, through valve 31, fitting 32, orts 4", ports 3 piston passage 3, and valve 3*, in the cylinder 1. The cutting off of the exhaustleft the cylinder and ex; plosion chamber filled with fresh air under pressure. This is augmentedby the blast of fresh air and fuel admitted as just described, thereby supplying the cylinder and explosion chamber with the charge for the 1 next explosion. By reason of the explosion chamber 1 being of enlarged area I am enabled to secure an increased volume of fuel for each explosive charge, and consequently a greater driving power for the piston when the explosion takes place.

.After the fuel charge is admitted to the cylinder and explosion chamber as above explained, the piston continues on its compression j stroke travel which carries the ports 3 out of register with the fuel inlet ports 4, and then the compression of the explosive charge takes place up tothe point where the explosion occurs. I

During the compressing stroke of the piston 3, the atmospheric air which was drawn into the chamber 25, through ports 13 and 6*", on the immediately preceding working stroke of the piston is compressed in the chamber until, at the proper time, the sleeve (3 is shifted to bring the ports 6 into register with ports C whereupon the compressed air passes through the by-pass 26 into the chamber of casing 7. The escape of air from chamber 25 to the chamber of easing 7 continues to the full end of the compression stroke of the piston by reason of the passages l in the auxiliary piston :t.

In Fig. 3 the piston is shown in its limit of compression stroke. The explosion now takes place and the piston begins its Working stroke during which the air contained in the chamber of easing 7, already under pressure is still further compressed by the piston. while fresh atmospheric air is drawn into chamber The explosive force of the explosion continues to exert its power upon the piston untilit very nearly reaches the limit of its working stroke and uncovers the ports A. Immediately thereafter the sleeve 6 is shifted to uncover ports D, and the piston ports 3 are brought into register with the ports 4", thereby permitting the scavenging blast to be delivered into the cylinder as above described.

In the constructionl above described, and as shown in Figs. 1, 2, and 3, the valve 3 which controls the admission of compressed air into the cylinder to scavenge the cylinder and the explosion chamber and which also controls the admission of the compressed air aid fuel to form the explosive charge, is automatically unseated by the air pressure against the action of a. tension spring. This arrangement and manner of operating the valve maybe departed from without a fleeting the spirit of my invention in its broadest scope. In Figs. 10 and 11, I have shown means for mechanically operating the piston valve. In this construction the cylinder and piston and the port arrangements remain essentially the same as above described with reference to Figs. 1, i2, and 3. In Figs. 10 and 11, I have omitted illustration of the by-pa'sses and the fuel supply connection and fitting for the sake of clearness.

In the arrangement shown in these views of the drawing the valve 3 is mounted and operated as follows: Said valve is held to its seat by a spring 35 which acts against a collar 36, on the. stem of the valve. Carried by the end of said stem is a roller 37, which rests upon a yoke 38. This yoke extends transversely across the bore of the hollow piston and is movably supported at each end from depending brackets 39, 4-0, by pins 4-1, which engage elongated curved slots 42 in the ends of the yoke. The stem of valve is raised. and said valve is unseated positively and against the action of spring 35,

roller 32' on the end BEST AVAlLABLE COP whenever yoke 38 is rocked, and whether said yoke is rocked about the supporting pin 41 of one end or the other end. \Vhenever the motion of the engine is reversed, levers 43 and l-t change action, the active lever becoming inactive, and the other, which was inactive becomes active, thereby providing the necessary mechanical action for the lifting of the intake valve in the piston at right time for that reversed motion. The arrangement shown in Figs. 10 and 11, for acconnnishing this result includes levers 43, 44. pivotally mounted intermediate their ends on ears 5, carried by a collar 46, mounted on the The cars 45 are located at opposite sides of the pin -17, whereby the upper ends of the levers 43, all, are a rranged to be rocked into and out of engaging relation with respect to the respective ends of yoke 38. The levers d3. 41. are normally urged in. any convenient manner into position for the upper ends thereof to engage the ends of the yoke, I have indicated tension springs l8, for this purpose. These levers may be rocked against the tension of said springs to carry the ends thereof into inactive relation with respect to said yoke in any suitable or convenient manner, as tor instance by the ar- 'angement of the piston rod with the stop screw 50, which are made adjustable in order to properly time the valve operations. I have shown a simple arrangement for the purposes of controlling the lovers 43, it, according to the direction of operation of the el'igine, wherein I employ a rocker lever 49, which, when rocked in one direction forces one of said levers 43, it, into withdrawn or inactive relation with respect to. yoke 38, and, at the same time, permits the spring .48 of the ot'hcr of said levers to rock said lever into engaging relation with respect to said yoke. it rod I'd, telescoped through a tubntar sl eve when the piston descends has its free end arranged to engage the rocker lever 4- and rock the same.

In 13 and nlv different or rangcinenis are show n for llli iltlllltftllly un- St zlliig the piston valan. in the arrangement oi' Fig. i i. the who with its stem and roller 33?. its ten ion spring 35 and collar 3%., it me .atlr: in Fig. 10. Instead. in & aploying a yoke pivo'tcd at l an nds with lx o perating levers therefor, i have shown in Fig. 13 only the yokc 33 as rivete at one end only, as on a pin. et i'i he c id a bracket 55, the

' the valve stem resting upon said yoke of}. The free end of said yoke iarxangcil to he engaged by one end ot a irvcr no, pivoted at 57, on an ear cmcnt of lever 44 58. similar in 2;" in I 1 1;. 2.0. c. p vided with an adjustable stop screw 59, which is engaged by the piston rod at the proper time to force the operating end of said lever 56 into withdrawn or inactive position.

In Fig. 14 a different construction of valve 60 is shown, which is itself in the form of a tubular stationary piston fitting inside of a movable sleeve 61. A coil spring 102, is interposed between the end of the sleeve 61 and the balanced valve 60, and said movable sleeve carries a roller or other engaging device 63, which rests upon a yoke lever 64, pivotally connected at one end to a pin 65, on a standard 66. The lever 56, and its associated parts and the method of its operation all remain the same as above described with reference to Fig. 13.

In FigsflO, 11 and 12, I have shown a modified arrangement for operating the valve sleeve 6, and for securing reversals in the direction of operation of the engine. In this arrangement a spiral gear 67, on the engine shaft, drives a shiftable spiral gear 68, which, in turn, engages and drives a spiral gear 69, on a short counter shaft 70, upon which is mounted the eccentric 71, and strap 72, for rocking a lever connection 73,

to the valve sleeve 6. The intermediate spiral gear 68 is mounted to be shifted upon 3 a stub shaft 74 whereby, by shifting said spiral gear into a different circumferentialengagement with spiral gears 67, 69, and

into proper relation for the reversal of the action of the sleeve 6, a reversal of the engine is effected.

In Figs. 15 and 16, I have shown my invention applied to a governor controlled type of engine, Fig. 15 showing the parts in their respective positions at the point of beginning of the scavenging operation and Fig. 16 showing the parts in their respective positions at the point beginning the fuel supply to the engine. Engines of the governor controlled type do not require accumulative air pressure at stated intervals as do engines of the variable speed type and consequently the tubular air controlling sleeve valve 6, shown in the other views of the drawing is dispensed with in the type of engine shown in Figs. 15 and 16, thereby reducing the constructional cost.

Referring specifically to Figs. 15 and 16,"

the piston 75, operates in the cylinder 1, the latter exhausting through exhaust ports A and channel 1*, as in the arrangement shown in the other views of the drawings. The piston is provided with the enlarged part 6, which aids in drawing atmospheric air into the crank case compression chamber 7 7 through spring seated inwardly unseating valve 78, on the up stroke of the piston and compresses the air in said chamber on the down stroke of the piston. A port 79, communicates from said chamber to a by-pass 80, in which is located a control valve 81, said by-pass cotiperating through ports 82, with the piston port or passage 83, and valve 84, to permit the passage of the compressed air from the compression chamber into the cylinder for scavenging purposes. The piston passage 73 is shown in Fig. 15 as just arriving in communication with the ports 82. The bypass control valve 81, may be periodically operated in any convenient manner. A 75 simple arrangement is shown wherein said valve is cylindrical with a transverse passage therethrough, and is mounted to move rotatively. It is provided with a crank arm 85, to which is connected a rod 86, which is projected endwise against the tension of a spring 87, by means of a cam 88, on the engine shaft. The valve 81, is opened at the time the piston port 83, arrives in communication with ports 82, thereby admitting the compressed air to the cylinder for the purpose of scavenging the same and filling it withclean fresh air. On the opposite side of the engine a by-pass 89 communicates with the compression chamber '90 77, through ports 90, said by-pass being controlled by a valve 91, operated by a cam 92 on the engine shaft in precisely the same way that valve 81 in the by pass 80 is operated. During the scavenging operation, .95 however, the valve 91 remains closed. Communicating with the by-pass S9 is a fuel feed connection 93, and a valve 94, seating toward the by-pass and yieldingly held to its seat, controls the communication of the by-pass 89 and the fuel feed connection 93, to ports 95, with which cotiperate the piston passage 96 and valve 84, to control the supply of fuel and air to the cylinder.

In order to secure the best results in scavenging the cylinder after an explosion, and in order to more perfectly effect an efiicient mixture of the fuel and air supplied to the cylinder to form the explosive charge for the next succeeding-explosion, I propose to employ means whereby the blast of air under pressure delivered to the cylinder to scavenge it, and also the blast of air and fuel to form the explosive mixture, be given a swirling motion when delivered into the cylinder. I have shown a simple arrangement for accomplishing this wherein the upper end of the piston is continued somewhat above the intake valve 3, 60, 84, thereby forming in effect a short tubular extension 105, at theupper end of the piston, and Within this tubular extension, and extending transversely across the bore there'- of is a deflector plate 106, inclined to the vertical. This arrangement imparts to the air or to the air and oil, a swirling motion as they enter'the cylinder.

The upper end of the ca'sin 107 in which the sleeve 6 operates is shape with a downwardly extending portion 108, and the auxiliary piston or head 4, ton 3 is correspondingly cated at 109. The result ment is that the complete pressed air from chamber and accomplished by the head 4 compression stroke of the piston.

Having now set forth the objects and nature of my invention, and various constructions embodying the principles thereof, what I claim as new and useful and of my own invention, and desire to secure by Letters Patent, is,

1. In an explosive engine, a cylinder and piston, said piston having passages uniting in a common delivery opening into the cylinder, means for delivering air under pressure and an explosive charge in successive order through said passa and common delivery opening, and mechanically operated means for controlling said opening.

2. In an explosive engine a cylinder and piston, said cylinder having exhaust ports at one end, said piston arranged to uncover said ports as it approaches the limit of its Working stroke and having passages therethrough, said passages uniting in a common delivery opening in said piston, said common delivery opening delivering into said cylinder from the piston and means for supplying air under pressure at the same time said ports are opened and mechanically operated means for controlling said delivery.

3. In an explosive engine, a cylinder and piston, said cylinder having exhaust ports at one end thereof said piston arranged to uncover said ports as it approaches the limit of its working stroke, and having passages uniting in a common delivery opening into the cylinder, a mechanically operated valve for controlling said opening and means for supplying air under pressure and an explosive charge to said respective passages in successive order the air under pressure being supplied simultaneously with the opening of said ports.

4. In an explosive engine, a cylinder and piston said cylinder having exhaust ports at one end thereof, said piston arranged to uncover said ports as it approaches the limit of its working stroke, and having passages uniting in a common delivery opening into the cylinder, a valve for controlling said opening, means for operating said valve, and means for supplying air under pressure and an explosive charge respectively to said passages in successive order the air under pressure being supplied simultaneously with the opening of said ports.

5. In an explosive engine, a cylinder and piston, said piston having an enlarged portion, a chamber in which said enlarged portion works, said chamber having air inlet and delivery ports, means for controlling said ports whereby air is drawn into said of the main pisshaped as indiof this arrangeexhaust of com- 25, is facilitated during the chamber, compressed therein and delivered therefrom, a storage chamber to which said delivery ports deliver, by-passes delivering from said storage chamber to the cylinder said port controlling means controlling said by-passes.

6. In an explosive engine, a cylinder and piston, said piston having an enlarged portion, a chamber in which said milarged portion works, said chamber having air inlet and delivery ports, \vhcrehy air is drawn .into said chamber, compressed therein and delivered therefrom, a storage chamber to which said delivery ports deliver, said piston also operating in connection with said storage chamber to recompress the air therein, lrvpasses delivering from said storage chamber to the cylinder, said piston also operating to open said by-passes to the cylinder in successive order.

7. In an explosive engine, a cylinder and piston, said piston having an enlarged portion. a chamber in which said enlarged portion operates, said chamber having air inlet and delivery ports, means for controlling said ports whereby air is drawn into saI-l chamber. compressed therein and delivered therefrom, a storage chamber included in said engine to which said delivery ports deliver, said piston also operating in connection with said storage chamber to recompress the air therein, by-passes delivering from said storage chamber to the cylinder, said port controlling means also serving to open said by-passes to the cylinder in successive order, and a fuel supply connection communicating with one of said bypasses,

8. In an explosive engine, a cylinder and piston said piston having passages therethrough delivering centrally into the cylinder, a mechanically operated valve controlling said passages, and means for supplying air under pressure and an explosive charge in successive order to the cylinder through said passages.

9. In an internal combustion engine, a cylinder and piston, an intake valve in the piston, a spring normally operating to maintain said valve seated, a lifting member to engage and unseatsaid valve against the action of the spring a fulcrumed lever to actuate said lifting member said fulcrumed lever arranged to be moved into active position with respect to said lifting member, and in proper timed relation, by the operation of the piston.

10. In an internal combustion engine, a cylinder and piston, a connecting rod connected to said piston, an intake valve in the piston, a spring arranged to normally maintain the valve seated, a lifting bar to unseat said valve, a lever pivotally mounted intermediate its ends, and having one end arranged to coiiperate with said lifting bar ing one end movable into and out of position to operate said bar to unseat the valve, the other end of said lever arranged to be engaged periodically by the connecting rod, and means for adjustably regulating the point in the stroke Where said connecting rod engages said lever.

12. In an internal combustion engine, a cylinder and piston, a connecting rod, a spring seated intake valve carried by the piston, a movable lifting member for un- I seating said valve, levers pivotally mounted and respectively arranged to engage the ends of said lifting member to operate the same, said levers arranged on opposite sides of the connecting rod to be engaged thereby, when in operation, a latch device to retain one or the other of said levers out of engaging relation with respect to said con- I necting rod and lifting member, and means to operate said latch device into engaging relation with one 'or the other of said levers.

13. In an explosive engine, a cylinder having exhaust ports, a piston operating in the cylinder, said ports being opened as the piston approaches the limitof its working stroke, said piston having passages delivering into the cylinder, a compression chamber in connection with which said piston operates, admission ports located in the cylinder adjacent the end of the working stroke of the piston and beyond the end of the exhaust ports, said admission ports communicating with the compression chamber, the piston passages arranged to communicate in successive order on opposite sides with said admission ports, said piston closing one set of ports when the other set is in communication vwith one of said piston passages j a I 14. In an explosive engine, a cylinder and piston, an air chamber and a storage chamberin communication with each other, said air chamber communicating with the outer air, a tubular sleeve valve arranged in said air chamber to control said communications,

,said piston having an enlarged portion arranged to work in said air chamber, bypasses delivering from the storage chamber to the cylinder and controlled by said tubu- 'lar sleeve valve to allow successive fuel and scavenging charges into said cylinder and means for operating said tubular sleeve valve. I

15. In an internal combustion engine com.- prising an upper water jacketed cylinder having a lower extension, a lower cylinder of larger diameter than the outer circumference of the upper-cylinder spaced from the extension to form an annular recess between theouter surface of the lower portion of the upper cylinder and the inner surface of the upper portion of the lower cylinder, and areciprocating sleeve valve mounted to slide in the recess.

16. An internal combustion engine comprising an upper water jacketed cylinder having a lower extension, a lower cylinder of larger diameter than the outer circumference of the upper cylinder spaced from the extension to form an annular recess between the outer surface of the lower portion of the upper cylinder and the inner surface of the upper portion of the lower cylinder, a reciprocating sleeve mounted to slide in the recess, and means for exhausting the air from the recess.

In testimony whereof I havehereunto set my hand in the presence of the subscribing witnesses, on this'fourth day of December, A. D. 1913.

WILLIAM HERMAN SGHILLINGER. 

